ES2400981T3 - Multi-lane vehicle - Google Patents

Abstract

The vehicle (101) has two side carriages (102, 103), each is supported by a chassis (105, 106). A middle carriage (104) arranged between the side carriages is designed short and receives the majority of a traction equipment (107) i.e. electrical traction equipment, of the vehicle in relation to the side carriages in a vehicle longitudinal direction. The chassis (105) is arranged in a connecting area (101.5) between the carriages (102, 104) while the chassis (106) is arranged in a connecting area (101.6) between the carriages (103, 104). A wheel unit (105.1, 106.1) is provided in each chassis.

Description

Multi-lane vehicle

The present invention relates to a rail vehicle according to the preamble of claim 1.

From EP 0 631 917 A1, for example, a vehicle with a first car box is known, which is supported on at least a first undercarriage, a second car box, which is supported on at least a second train of rolling and a third carriage box which is arranged adjacent to the first carriage box and the second carriage box, the third carriage box being configured in short form in relation to the first carriage box and the second carriage box car in longitudinal direction of the vehicle on rails and housing at least a large part of a vehicle driving equipment on rails.

In this vehicle, with the exception of the traction converter, all the drive equipment is housed in a central drive module, short in relation to the two adjacent passenger modules. The car box of the drive module is supported on a central bogie. In addition, the car boxes of the two adjacent passenger modules are also supported through the car box of the drive module on the central bogie, while at their other respective end they are supported by an additional bogie.

Such a concentration of the heavy components of the drive equipment in a short drive module has the advantage that with such a concentrated drive, an adequate distribution of the masses in the vehicle is easily possible. Particularly with the use of a motor bogie under the drive module, high traction power can be transmitted to the rails. This configuration, however, has the disadvantage that particularly in two-story vehicles the car boxes of the adjacent passenger modules must also be designed comparatively short so as not to exceed the permissible wheel loads in the bogie area of the drive module. This leads to an unwanted reduction of the transport capacity of the passenger modules.

In generic vehicles, such as are known, for example, by documents DE 198 19 094 A1, FR 2 675 759 A, DE 883 706 C and GB 354 747 A, as a general rule the permissible wheel loads in the bogie area of the drive module, however, are clearly not achieved.

As an alternative to this, for example, from WO 2005/049400 A1, vehicle concepts with short access modules between long passenger modules are known, in which the drive equipment is arranged distributed over the vehicle. In this distributed arrangement of the drive equipment the individual wheel loads in the vehicle can be kept comparatively simple within predefined limit values. However, the distributed arrangement of the drive equipment has the disadvantage that it entails a clearly increased complexity with respect to assembly, wiring, cooling, soundproofing and protection against fire and noise as well as high maintenance complexity.

Therefore, the present invention is based on the objective of making available a vehicle on rails of the type mentioned above, which overcomes the above-mentioned disadvantages and, particularly with a simple structure and high transport capacity. of the vehicle on rails, allow an improved distribution of the masses both with respect to the permissible wheel loads, and with respect to the traction power to be transmitted.

The present invention solves this objective starting from a vehicle on rails according to the preamble of claim 1 by means of the characteristics indicated in the characterizing part of claim 1.

The present invention is based on the technical teaching that with a simple structure and a high transport capacity of the vehicle on rails, an improved distribution of the masses can be achieved when two undercarriages are arranged in the area of the short intermediate module, one comprising of the two undercarriages at least two wheel units (i.e. wheel assemblies and / or wheel pairs). By means of this design, on the one hand, it is possible to maintain, in spite of the concentration of the drive equipment in the area of the short intermediate module, the wheel loads sufficiently reduced, so that in spite of that, more passenger modules can be used longer than in previous vehicles with such a concentration of drive equipment. An additional advantage of this design is that with the concentration of the drive equipment, a mass distribution can be achieved which, while maintaining maximum wheel loads, allows a maximization of the traction power that can be transmitted to the rail.

According to one aspect of the invention, for this purpose a rail vehicle is provided with a first carriage box, which is supported on at least a first undercarriage, a second carriage box, which is supported on at least a second Undercarriage and a third car box, which is arranged adjacent to the first car box and the second car box. The third car box is configured in short form in relation to the first car box and the second car box in the longitudinal direction of the vehicle on rails and houses at least a large part of a vehicle driving equipment on rails. The first undercarriage is arranged in the connection zone between the first carriage box and the third

Wagon box, while the second undercarriage is arranged in the connection area between the second car box and the third car box. The first tread and / or the second tread comprise at least two wheel units.

The quantity of the wheel units as well as the dimensions of the wagon boxes can be chosen basically in any suitable way to achieve an optimization with respect to the wheel loads and the transport capacity of the vehicle. According to the invention, an optimization with respect to the transmissible traction power is also provided. For this, the first undercarriage comprises at least one driven wheel unit and nominal operation is provided with a nominal load of the wagon boxes. The dimensions of the first car box and the third car box as well as the distribution of the masses of the part housed by the third car box of the drive equipment are then selected in such a way that the wheel load of the unit The driven wheel is between 92% and 99% of the maximum permissible wheel load. Preferably, the wheel load of the driven wheel unit is 95% to 98% of the maximum permissible wheel load. The high wheel load achieved in this way from the driven wheel unit advantageously enables the transmission of a high traction power to the rails.

In this regard, it is understood that, depending on the type of establishment of the maximum permissible wheel load (typically by the rear operator of the vehicle on rails or a government institution), it may even be possible to reach the maximum permissible wheel load when, for example , already during the establishment of the maximum wheel load, possible safety factors are taken into account for a load that goes beyond the nominal operation of the vehicle on rails.

The two undercarriages can be designed basically in any suitable way. Particularly discretionary types of undercarriages can be used. Preferably bogies are used. Sometimes, in preferred variants of the invention, it is provided that the first undercarriage and / or the second undercarriage are configured as a bogie. In addition discretionary types of bogie can be used. Thus, for example, under the first car box and the second car box in the respective connection area with the third car box conventional terminal bogies can be used, while the third car box is supported only through the two boxes of wagon adjoining these bogies. In other preferred variants of the invention, the first undercarriage and / or the second undercarriage are configured as a Jacobs bogie.

The variant with terminal bogies has, in addition to the simple design of the bogie, the advantage that, with a predefined length (i.e., dimension in longitudinal direction of the vehicle) of the first carriage box or of the second carriage box with respect to A bogie from Jacobs, higher wheel loads can be achieved, which may be suitable in view of the increase in transmissible traction power. With the use of a Jacobs bogie, there is an advantage in front of this that longer (first or second) wagon boxes with the same permissible wheel loads are possible.

As already mentioned, the support of the respective car boxes can be made on the corresponding undercarriage in any suitable way. Thus, for example, all car boxes can be directly supported on the corresponding undercarriage. However, it is understood that in all other variants of the invention indirect support can also be made of one of the car boxes on the corresponding undercarriage through an adjacent car box.

In preferred variants of the invention, therefore, it is provided that the third carriage box is supported in at least one connection area through the carriage box adjacent to this connection area on the tread associated with this area of Connection. Therefore, the connection of the undercarriage to the corresponding (first or second) car box is simplified. In other preferred variants of the invention, however, it may be provided that the first car box and / or the second car box is supported by the third car box on the undercarriage associated with the corresponding connection zone .

In the case of the first undercarriage and / or the second undercarriage, it may be a non-driven undercarriage. This has the advantage that due to the missing engines and transmissions, lower wheel loads due to the undercarriage themselves act, which can be advantageous with respect to the maintenance of maximum permissible wheel loads.

In other preferred variants of the rail vehicle according to the invention, it is provided that the first undercarriage and / or the second undercarriage comprises at least one driven wheel unit. This has the advantage that has already been exhaustively explained above that in the area of the first and / or second undercarriage, comparatively high wheel loads are achieved due to the concentration of the drive equipment, which are advantageous with respect to to the tensile power transmissible to the rails. In this case it may be particularly suitable that the respective wheel unit is driven by a separate drive. Furthermore, with respect to a uniform and adequate distribution of the traction power it can be advantageous that the first tread and the second tread respectively comprise exactly one driven wheel unit.

In the case of the drive equipment it can be any drive equipment

suitable. This can be, for example, a combination of an internal combustion machine and an electric drive (for example, a dielectric drive group). Preferably, in the case of the drive equipment it is an electric drive equipment, since it can be distributed or arranged particularly easily in such short carriage box modules.

The drive equipment can basically be housed (naturally with the exception of the components to be applied directly to the undercarriage, such as, for example, eventually the engines) essentially completely in the third carriage box. However, in advantageous variants of the rail vehicle according to the invention it is provided that the first car box and / or the second car box in the connection area towards the third car box houses a part of the drive equipment. This has the advantage that a more adequate distribution of the masses in the vehicle can be achieved without considerably increasing the complexity of assembly and maintenance due to long paths between the individual components of the drive equipment.

The part housed by the third carriage box of the drive equipment can basically comprise discretionary heavy components of the drive equipment. Preferably, the part housed by the third carriage box of the drive equipment (in any combination) comprises an outlet and / or a transformer and / or a rectifier and / or an intermediate circuit equipment and / or a traction converter .

To achieve optimum use of the space available in the third car box, it is preferably not equipped for permanent passenger transport. Therefore, it is preferably provided that the third car box has at most one emergency seating for passengers, particularly lacking a travel seating for passengers.

In addition, it may be provided that the third car box is inaccessible to passengers and, therefore, is fully available for distribution of the drive equipment. However, it is preferably provided that the third car box provides a passage between the first and the second car box. Preferably, the third car box, therefore, has a passage area that is provided for the passage of the third car box when passing from the first car box to the second car box. As already mentioned, then, for example, emergency seats or the like may be provided in this area. In addition, other inserts may be provided such as, for example, luggage compartments or, however, also toilets or other service compartments.

The first car box and the second car box can be designed at its discretion. Preferably they are configured as passenger cars. Therefore, it is therefore provided that the first car box and / or the second car box has a passenger seat.

With respect to the length proportions of the wagon boxes there is basically no limitation. Preferably, it is provided that in the longitudinal direction of the vehicle on rails the length of the first car box and / or the second car box corresponds at least three times the length of the third car box, particularly corresponding at least to the quadruple of the length of the third box car. Therefore, an advantageously high transport capacity of the vehicle on rails can be achieved.

In additional preferred embodiments of the vehicle according to the invention, a fourth car box, a fifth car box and a sixth car box are provided, limiting the sixth car box on one side with the fourth car box that is resting on a third running train, which is arranged in the connection area between the fourth car box and the sixth car box. In addition, the sixth car box borders the fifth car box, which is supported on a fourth undercarriage which is arranged in the connection area between the fifth car box and a sixth car box. This sixth car box is configured in relation to the first car box and the second car box in the longitudinal direction of the vehicle on rails in turn short. The sixth car box can be designed and equipped as the third car box, in such a way that a longer vehicle interconnection with such short intermediate modules is formed with the advantages explained above. Thus, for example, a five-part vehicle interconnection can be formed, then forming, for example, the second car box and the fourth car box by the same car box. Longer vehicle interconnections are also naturally possible.

Precisely with longer train interconnections, however, it can also be provided that the sixth carriage box corresponds only in its dimensions and / or with respect to the arrangement of the undercarriages essentially with the third carriage box while it is otherwise equipped. In this way, for example, it may be provided that at least six drive gearboxes are arranged in the sixth car box and additionally or alternatively, large-mass vehicle inserts are arranged. Therefore, in turn, an adequate distribution of the axial load can be achieved even in such non-driven modules. As such inserts of the mass vehicle are suitable, for example, toilet equipment (possibly including its tanks of clean or residual water, which can be arranged, for example, under the chassis), typically accommodation spaces loaded with merchandise correspondingly heavy or inserted parts (for example, for a restaurant on board or similar).

The present invention can be used in relation to any vehicle on rails. Its use is particularly advantageous in relation to two-story vehicles, since in them the advantage that has been previously exposed of longer passenger modules is manifested in a particularly intense way due to the constructive space to be made available for stairs or ramps. Therefore, it is preferably provided that the first car box and / or the second car box is configured with two floors.

Other preferred configurations of the invention are obtained from the dependent claims or the following description of preferred embodiments, which refers to the accompanying drawings. Be

sample:

In Figure 1,

a schematic side view of a part of a preferred embodiment of the rail vehicle according to the invention;

Figure 2,

a schematic section through the embodiment of Figure 1 (along line II-II of Figure 1)

Figure 3,

a schematic side view of a part of a further preferred embodiment of the rail vehicle according to the invention;

Figure 4,

a schematic side view of a part of a further preferred embodiment of the rail vehicle according to the invention;

Figure 5,

a schematic side view of a part of a further preferred embodiment of the rail vehicle according to the invention;

Figure 6,

a schematic side view of a part of a further preferred embodiment of the rail vehicle according to the invention;

Figure 7,

a schematic side view of a part of a further preferred embodiment of the rail vehicle according to the invention;

Figure 8,

a schematic section through the embodiment of Figure 1 (along line VIII-VIII of Figure 7)

First embodiment

In the following, a first preferred embodiment of the rail vehicle 101 according to the invention is described with reference to Figures 1 and 2 first with a first passenger module 101.1, a second passenger module 101.2 and an intermediate module 101.3 . Figure 1 shows a schematic side view, while Figure 2 shows a schematic section along the line II-II of Figure 1.

The rail vehicle 101 comprises a first car box 102 of the first passenger module 101.1, a second car box 103 of the second passenger module 101.2 and a third car box 104 of the intermediate module 101.3. The third carriage box 104 is arranged in the longitudinal direction of the vehicle on rails 101 (ie, in the direction of the longitudinal axis 101.4 of the vehicle on rails 101 directly between the first carriage box 102 and the second carriage box 103).

The third carriage box 104 is configured in short form compared to the first carriage box 102 and the second carriage box 103. The length (dimension in the direction of the longitudinal axis 101.4) of the third carriage box 104 amounts to less than 25% of the length of the first car box 102 or the second car box 103, which both have essentially the same length.

In the connection zone 101.5 between the first carriage box 102 and the third carriage box 104 the first carriage box 102 and the third carriage box 104 are supported directly directly on a first tread 105. The first train Rolling 105 is configured as a Jacobs bogie with two wheel units in the form of 105.1 wheel assemblies.

Similarly, in the connection area 101.6 between the second car box 103 and the third car box 104 the second car box 103 and the third car box 104 are supported directly respectively on a second undercarriage 106 The second undercarriage 106 is also configured as a Jacobs bogie with two wheel units in the form of wheel assemblies 106.1.

While the first passenger module 101.1 and the second passenger module 101.2 are configured as two-story modules with a corresponding seating (not shown), the intermediate module 101.3 is configured as a compact drive module, which houses a large part of a driving equipment 107 of the vehicle on rails 101. Thus, on the roof of the third carriage box 104 an electrical outlet 107.1 is provided, which takes electrical power from a line area 108. The electrical outlet

107.1 is connected with a transformer 107.2 of the drive equipment 107. The transformer 107.2 is connected on the output side with a rectifier 107.3 of the drive equipment 107, which in turn on the side

Output is connected to intermediate circuit equipment 107.4 of drive equipment 107.

As can be seen in Figures 1 and 2, the transformer 107.2, the rectifier 107.3 and the intermediate circuit equipment 107.4 are arranged in a distributed manner in the third carriage box 104 such that they have a practically uniform distribution of the masses with with respect to the longitudinal median plane of the vehicle on rails 101.

In the present example, the first bogie 105 and the second bogie 106 are respectively configured as a motor bogie with at least one wheel assembly 105.1 or 106.1 driven with a motor (not shown). The tensile converters 107.5 and 107.2 required for this (linked with intermediate circuit equipment 107.4) are arranged under the chassis in the first adjacent carriage box 102 or the second adjacent carriage box 103. This has the advantage that a more adequate distribution of the masses can be achieved in the vehicle 101, without considerably increasing the complexity of assembly and maintenance due to long paths between the individual components of the drive equipment 107.

Thanks to the design just described, on the one hand, it is possible to maintain, despite the concentration of the drive equipment in the area of intermediate module 101.3 short, the wheel loads of the undercarriage 105 and 106 are sufficiently reduced , in such a way that the first passenger module 101.1 and the second passenger module 101.2 can have a longer length than was possible in vehicles known so far with such a concentration of the drive equipment in a short drive module . An additional advantage of this design is that with the concentration of the drive equipment a mass distribution can be achieved which, while maintaining the maximum wheel loads of the undercarriages 105 and 106, allow a maximization of the tensile power transmissible to the rail.

In the present example, both undercarriage 105 and 106 are provided with two wheel units. However, it is understood that in other variants of the invention it can also be provided that only one of the two undercarriages is provided with two or more wheel units, while one has only a single wheel unit.

The dimensions of the wagon boxes 102 to 104 are selected in the present example such that an optimization is achieved with respect to the wheel loads and the transport capacity of the vehicle. In addition, an optimization is made with respect to the transmissible traction power. For this, the dimensions of the first car box 102, the second car box 103 and the third car box 104 as well as the distribution of the masses of the part housed by the third car box 104 of the drive equipment 107 are selected such that the wheel load of the driven wheel assemblies 105.1 or 106.1 is approximately 95% to 98% of the maximum permissible wheel load. The high wheel load achieved in this way from the driven wheel unit 105.1 or 106.1 makes it possible advantageously to transmit a high traction power to the rails.

The transformer 107.2, the rectifier 107.3 and the intermediate circuit equipment 107.4 are arranged in the third carriage box 104 in such a way in side compartments that in the center of the third carriage box a passage 104.1 is formed, which enables the passengers arrive through the third car box 104 from the first car box 102 to the second car box 103.

Step 104.1 may optionally be provided with emergency seating in the form of folding seats or the like. Basically, however, the third box car 104 is not equipped for permanent passenger transport. It can only be provided, with a corresponding remaining seat offer, that other inserts such as luggage compartments or even toilets or other service compartments are arranged in the third car box.

In this context it is further understood that the drive equipment 107 may be the only drive equipment in the entire vehicle 101. However, of course, it is also possible to arrange several short drive modules 101.3 distributed in the vehicle 101.

It is further understood that the motor bogies 105 and 106 may be the only running trains driven in the vehicle 101. However, it is also possible for the drive equipment 107 to supply other wheel units driven in the vehicle. Particularly, motor bogies can also be provided at the other end of the respective passenger module 101.1 or 101.2.

Second example of realization

Another preferred embodiment of the vehicle 201 according to the invention is described below with reference to Figure 3. The vehicle 202 corresponds in its structure and operation essentially with the vehicle 101, such that in this case only the differences have to be detailed. Particularly, the components of the same type are provided with an increased reference in the value 100. As long as no other description is made below, with reference to these components reference is made to the previous explanations of the first embodiment.

A difference with the vehicle 101 of Figure 1 is that in the vehicle 201 instead of Jacobs bogies conventional terminal bogies 205 and 206 are used, which are arranged in conventional manner essentially completely below the terminal zone of one of the wagon boxes

Thus, the first car box 202 is supported in the connection area 201.5 towards the third car box 204 directly on the first terminal bogie 205, while the third car box 204 is indirectly supported through the first box of wagon 202 on the first terminal bogie 205. For this, the third carriage box 204 is connected through a first articulated joint 209 suitable with the first carriage box

202.

In addition, the third car box 204 is supported in the connection zone 201.6 with the second car box 203 directly on the second terminal bogie 206, while the second car box 203 is indirectly supported through the third car box 204 on the second terminal bogie 206. For this, the second carriage box 203 is connected through a second articulated joint 210 suitable with the third carriage box

204.

An advantage of this variant with terminal bogies consists, in addition to the simple design of the rotating tread 205 or 206, also in that with a predefined length of the first carriage box 202 with respect to the variant with the Jacobs bogie 105 of the Figure 1, increased wheel loads are achieved, which may be suitable in view of the increase in transmissible traction power.

Another difference with respect to the vehicle 101 of Figure 1 is that in the vehicle 201 the first traction current rectifier 207.5 (associated with the first motor bogie 205) of the drive equipment 207 is arranged in the third carriage box 204. By therefore, the constructive space that remains free under the chassis in the first carriage box 202 can be used to accommodate the terminal bogie 205, such that the transport capacity of the first passenger module 201.1 (compared to the first module of Passengers 101.1 of Figure 1) can at least remain virtually unchanged.

In addition, the second traction current rectifier 207.6 (associated with the second motor bogie 206) of the drive equipment 207 certainly continues to be arranged in the second carriage box 203. Since in the second connection zone 201.6 under the second carriage box 203 however, no bogie has to be accommodated anymore, the second tensile current rectifier 207.5 can be closer to the end of this car box, such that the construction space left free in the second car box 203 can be used to increase the transport capacity of the second passenger module 201.2 (compared to the second passenger module 101.2 of Figure 1).

Third example of realization

Another preferred embodiment of the vehicle 301 according to the invention is described below with reference to Figure 4. The vehicle 301 corresponds in its structure and operation essentially with the vehicle 101, such that in this case only the differences have to be detailed. Particularly, components of the same type are provided with references increased by the value 200. As long as no other description is made below, with reference to these components reference is made to the previous explanations of the first embodiment.

A difference with the vehicle 101 of Figure 1 is that in conventional vehicle 301 instead of Jacobs bogies, conventional terminal bogies 305 and 306 are used, which are arranged in conventional manner essentially completely below the terminal zone of one of the wagon boxes

Thus, the first carriage box 302 in the connection area 301.5 with the third carriage box 304 is supported directly on the first terminal bogie 305, while the third carriage box 304 is indirectly supported through the first box of wagon 302 on the first terminal bogie 305. For this, the third carriage box 304 is connected through a first articulated joint 309 suitable with the first carriage box

302

In addition, the second carriage box 303 in the connection zone 301.6 with the third carriage box 304 is supported directly on the second terminal bogie 306, while the third carriage box 304 is indirectly supported through the second carriage box 303 on the second terminal bogie 306. For this, the third carriage box 304 is connected through a second articulated joint 310 suitable with the second carriage box

303

An advantage of this variant with terminal bogies consists, in addition to the simple design of the respective bogie 305 or 306, in turn with a predefined length of the first carriage box 302 or the second carriage box 303 with respect to the variant with the bogies of Jacobs 105 and 106 of Figure 1, higher wheel loads are achieved that may be suitable in view of the increase in transmissible traction power.

Another difference with the vehicle 101 of Figure 1 is that in the vehicle 301 the traction current rectifiers 307.5 and 307.6 of the drive equipment 307 are arranged in the third carriage box 304. Therefore, the construction space that is free under the chassis in the first carriage box 302 or in the second carriage box 303 it can be used to accommodate the terminal bogie 305 or 306, such that the transport capacity of the respective passenger module 301.1 or 301.2 (in comparison with 101.1 passenger modules and

101.2 of Figure 1) may remain at least approximately unchanged.

An advantage of this design is that the two passenger modules 301.1 and 301.2 can be designed identically, which simplifies both their production and their subsequent use. In addition, they can be designed in a particularly simple way, since (apart from the components arranged in the respective motor bogie 305 or 306) they do not have to accommodate other components of the drive equipment 307.

Another advantage of this design is that larger parts of the drive equipment 307 (such as, for example, transformer 307.2) can also be arranged in the third carriage box 304 eventually under the chassis, since under the third Wagon box 304 is not found undercarriage. Therefore, the wagon box 304 may be designed shorter and simpler. In addition, its center of gravity moves in the direction of the rails, which is advantageous, among other things, in terms of driving dynamics.

Fourth example of realization

Next with reference to Figure 5, another preferred embodiment of the vehicle 401 according to the invention is described. The vehicle 401 corresponds in its structure and its operation essentially with the vehicle 101, such that only the differences have to be detailed here. Particularly, components of the same type are provided with references increased by the value 300. As long as no other description is made below, with reference to these components reference is made to the previous explanations of the first embodiment.

One difference with the vehicle 101 of Figure 1 is that in the vehicle 401 instead of Jacobs bogies conventional terminal bogies 405 and 406 are used, which however are not conventionally arranged essentially completely below the terminal area of one of the wagon boxes, but they extend respectively also under the third adjacent wagon boxes 404.

In this way, an arrangement in the space of the bogies 405 and 406 is obtained, which equals the arrangement of the bogies of Jacobs of the first embodiment, so that this design presents the advantages that have been previously exposed of the vehicle 101 with respect to to the length that can be achieved from the first and the second box car.

Also in this embodiment, the first car box 402 in the connection area 401.5 with the third car box 404 is supported directly on the first terminal bogie 405. Unlike in the vehicle 101 of Figure 1, however, the third car box 404 is indirectly supported through the first car box 402 on the first terminal bogie 405. For this, the third car box 404 is joined through a first articulated joint 409 suitable with the first car box 402

In addition, the second carriage box 403 is also supported in the connection zone 401.6 with the third carriage box 404 directly on the second terminal bogie 406, while the third carriage box 404 is indirectly supported through the second carriage box. wagon 403 on the second terminal bogie 406. For this, the third car box 404 is connected through a second articulated joint 410 suitable with the second car box 403.

An advantage of this variant with terminal bogies consists in the simple design and with less need of constructive space of the respective bogie 405 or 406, (in front of a Jacobs bogie).

An additional difference with respect to the vehicle 101 of Figure 1 is that in the vehicle 401 the components arranged in the third carriage box 404 of the drive equipment 407 (transformer 407.2, rectifier 407.3, intermediate circuit equipment 407.4, current rectifier 407.5 and 407.6) are arranged below the upper floor level. Therefore, it is possible to design step 404.1 as a free passage on the upper floor level. Eventually, this area can even be provided with travel chairs and / or passenger service equipment.

Another difference with respect to the vehicle 101 of Figure 1 is that the stairs 402.1 and 403.1 towards the upper floor of the first carriage box 402 or the second carriage box 403 are arranged as close as possible to the connection area 401.5 or 401.6 to the third box car 404. This also gives the possibility of using in the space below the stairs 402.1 or 403.1 for the accommodation of other equipment 411, 412 of the vehicle 401 (for example, for auxiliary equipment such such as air conditioning installations, etc.). Likewise, however, other components of the invention may also be arranged components of the drive equipment. This design allows an optimal use of space, so it increases, among other things, the transport capacity of the vehicle 401.

Another advantage of this design is that the two passenger modules 401.1 and 401.2 can be designed identically, which simplifies both their production and their subsequent use. They can also be designed in a particularly simple way, since (with the exception of the components arranged in the respective motor bogie 405 or 406) they do not have to accommodate other components of the drive equipment 407.

Another advantage of this design is that the center of gravity of the intermediate module 401.3 moves in the direction of the rails, which is advantageous among other things from the perspective of driving dynamics.

Fifth example of realization

Another preferred embodiment of the vehicle 501 according to the invention is described below with reference to Figure 6. The vehicle 501 corresponds in its structure and its operation essentially with the vehicle 101, such that only differences are to be detailed at this point. Particularly, components of the same type are provided with references increased by the value 400. As long as no other description is made below, with reference to these components reference is made to the previous explanations of the first embodiment.

A difference with the vehicle 101 of Figure 1 is that in the vehicle 501 the components arranged in the third carriage box 504 of the drive equipment 507 (transformer 507.2, rectifier 507.3, intermediate circuit equipment 507.4) are arranged at the level upper floor or even above the upper floor level. It is therefore possible to design step 504.1 as a free passage, which is eventually at least partially over an intermediate level between the upper floor level and the lower level. Eventually, this area can even be provided with travel chairs and / or passenger service equipment.

Another advantage also of this design is that the two passenger modules 501.1 and 501.2 can be designed identically, which simplifies both their production and their subsequent use. In addition, they can be designed in a particularly simple way, since (with the exception of the components arranged in the respective motor bogie 505 or 506) they do not have to accommodate other components of the drive equipment 507.

Sixth example of embodiment

Next with reference to Figures 1, 7 and 8, another preferred embodiment of the vehicle 601 according to the invention is described. The vehicle 601 corresponds in its structure and its operation essentially to the vehicle 101, such that only the differences have to be detailed here. Particularly, components of the same type are provided with references increased by the value 500. As long as no other description is made below, with reference to these components reference is made to the previous explanations of the first embodiment.

In the vehicle 601 in addition to the components described above in relation to the first embodiment of the vehicle 101, a third passenger module 601.7, a fourth passenger module 601.8 and an additional intermediate module 601.9 are provided. Figure 7 shows a schematic side view of vehicle 601, while Figure 8 shows a schematic section along line VIII-VIII of Figure 7.

The third passenger module 601.7 comprises a fourth box car 613, the fourth passenger module 601.8 a fifth box car 614 and the intermediate module 601.9, a sixth box car 615. The sixth box car 615 is arranged in a longitudinal direction of the vehicle on rails 601 (that is, in the direction of the longitudinal axis

601.4 of the vehicle on rails 601) directly between the fourth carriage box 613 and the fifth carriage box 614. In that sense it is understood that the fourth carriage box 613 can be identical to the second carriage box 103, such that At least one five-part vehicle interconnection is formed.

The sixth carriage box 615 is configured short compared to the first carriage box 102 and the second carriage box 103 (of Figures 1 and 2). The length (dimension in the direction of the longitudinal axis 601.4) of the sixth carriage box 615 amounts to less than 25% of the length of the first carriage box 102 or the second carriage box 103, which both have essentially the same length .

In the connection zone 601.10 between the fourth carriage box 613 and the sixth carriage box 615, the fourth carriage box 613 and the sixth carriage box 615 are respectively directly supported on a third undercarriage 616. The third 616 undercarriage, in turn, is configured as a Jacobs bogie with two wheel units in the form of 616.1 wheel assemblies.

Similarly, in the connection zone 601.11 between the fifth carriage box 614 and the sixth carriage box 615, the fifth carriage box 614 and the sixth carriage box 615 are respectively directly supported on a fourth undercarriage 617. The fourth undercarriage 617 is also configured as a Jacobs bogie with two wheel units in the form of wheel assemblies 617.1.

While the first passenger module 101.1 and the second passenger module 101.2 are configured as two-story modules with a corresponding seating (not shown), the intermediate module 601.9, in turn is configured as a compact module, which instead of a drive unit houses several inserts of larger dimensions. Thus, in a compartment 618, a cleaning equipment 619 is arranged, whose tanks of clean and residual water 619.1 are arranged in the intermediate space between the two undercarriage 616 and 617. In addition, a storage space 620 is provided in the that heavy goods or inserts are typically installed. In this case it can be among other things equipment

5 kitchen or restaurant of an on-board restaurant. As in intermediate module 101.3, a correspondingly appropriate axial load distribution was also achieved in this case. However, it is understood that in other variants of the invention in this intermediate module additionally or as an alternative to a passenger seat can also be provided other doors, as well as other storage spaces, etc.

The present invention has been described above exclusively by examples in which the drive

10 is carried out exclusively through an electrically operated equipment. However, at this point it is again pointed out that in other variants of the invention another drive concept may also be used, particularly a hybrid drive concept (for example, a combination of an internal combustion machine and an electric drive).

Finally, it is understood that the invention can be used together with any vehicle on rails for discretionary applications in commuter and long haul transport services.

Claims (14)

one.

 Rail vehicle with

-a first box car (102; 202; 302; 402), which is supported on at least a first undercarriage (105; 205; 305; 405), -a second box car (103; 203; 303; 403), which is supported on at least a second train of rolling (106; 206; 306; 406), and - a third box car (104; 204; 304; 404) that is arranged adjacent to the first box of wagon (102; 202; 302; 402) and to the second car box (103; 203; 303; 403) - the third car box (104; 204; 304; 404) being configured shortly in relation to the first car box (102; 202; 302; 402) and the second car box (103; 203; 303; 403) in the longitudinal direction of the vehicle on rails and housing at least a large part of a drive equipment (107; 207; 307; 407) of the vehicle on rails, - the first undercarriage (105; 205; 305; 405) being arranged in the connection zone (101.5; 201.5; 301.5; 401.5) between the first car box (102; 202; 302; 402) and the third car box (104; 204; 304; 404) and - the second undercarriage (106; 206; 306; 406) being arranged in the connection zone (101.6; 201.6; 301.6; 401.6) between the second car box (103; 203; 303; 403) and the third car box (104; 204; 304; 404) - presenting the first tread (105; 205; 305; 405) and / or the second tread (106; 206; 306; 406) at least two wheel units (105.1, 106.1), - understanding the first tread (105; 205; 305; 405) at least one wheel unit (105.1) powered and - a nominal operation is planned with a nominal load of the wagon boxes (102, 103, 104; 202, 203, 204; 302, 303, 304; 402, 403, 404), characterized in that -the dimensions of the first car box (102; 202; 302; 402) and the third car box (104; 204; 304; 404) as well as the distribution of the masses of the part housed by the third box car (104; 204; 304; 404) of the drive equipment (107; 207; 307; 407) are selected such that the load of wheel drive wheel (105.1) driven is 92% to 99% of maximum wheel load permissible, particularly from 95% to 98% of the maximum permissible wheel load.

2.

 Rail vehicle according to claim 1, characterized in that the first undercarriage (105; 205; 305; 405) and / or the second undercarriage (106; 206; 306; 406) is configured as a bogie, particularly as Bogie (105, 106) of Jacobs.

3.

 Rail vehicle according to one of the preceding claims, characterized in that the third car box (204; 304; 404) in at least one connection area (201.5; 301.5, 301.6; 401.5, 401.6) is supported through the wagon box (202; 302, 303; 402, 403) adjacent to this connection zone (201.5; 301.5, 301.6; 401.5, 401.6) on the undercarriage (205; 305, 306; 405, 406) associated with this zone connection (201.5; 301.5, 301.6; 401.5, 401.6).

Four.

 Rail vehicle according to one of the preceding claims, characterized in that the first car box (202) and / or the second car box (203) is supported by the third car box (204) on the train of rolling (206) associated with the corresponding connection zone (201.6).

5.

 Vehicle on rails according to one of the preceding claims, characterized in that

-the first undercarriage (105; 205; 305; 405) and / or the second undercarriage (106; 206; 306; 406) it comprises at least one wheel unit (105.1, 106.1) driven, particularly by a drive separated, - particularly understanding the first tread (105; 205; 305; 405) and the second tread (106; 206; 306; 406) in each case exactly one wheel unit (105.1, 106.1) driven.

6.

 Rail vehicle according to one of the preceding claims, characterized in that the drive equipment (107; 207; 307; 407) is an electric drive device.

7.

 Rail vehicle according to one of the preceding claims, characterized in that the first car box (102; 202) and / or the second car box (103; 203) in the connection area with the third car box (104 ; 204) houses a part of the drive equipment (107; 207).

8.

Rail vehicle according to one of the preceding claims, characterized in that the part housed by the third carriage box (104; 204; 304; 404) of the drive equipment (107; 207; 307; 407) comprises an outlet (107.1; 207.1; 307.1) and / or a transformer (107.2; 207.2; 307.2; 407.2) and / or a rectifier (107.3; 207.3; 307.3; 407.3) and / or intermediate circuit equipment (107.4; 207.4; 307.4; 407.4) and / or a tensile converter (207.5; 307.5, 307.6; 407.5, 407.6).

9.

 Rail vehicle according to one of the preceding claims, characterized in that the third box car (104; 204; 304) has at most one emergency seating for passengers, particularly

It lacks a travel seating for passengers.

10.

Rail vehicle according to one of the preceding claims, characterized in that the third box car (104; 204; 304; 404) has a passage area (104.1; 404.1), which is intended for passage through the third box of wagon (104; 204; 304; 404) when passing from the first car box (102; 202; 302; 402) to the second car box (103; 203; 303; 403).

eleven.

Rail vehicle according to one of the preceding claims, characterized in that the first car box (102; 202; 302; 402) and / or the second car box (103; 203; 303; 403) has a travel seating for passengers

12.

Vehicle on rails according to one of the preceding claims, characterized in that in the longitudinal direction of the vehicle on rails the length of the first car box (102; 202; 302; 402) and / or the second car box (103; 203; 303; 403) corresponds at least three times the length of the third box car (104; 204; 304; 404), particularly at least four times the length of the third box car (104; 204; 304 ; 404).

13.

 Vehicle on rails according to one of the preceding claims, characterized in that

- a fourth carriage box (613), a fifth carriage box (614) and a sixth carriage box (615) are planned, - limiting the sixth carriage box (615) with the fourth carriage box (613) , which is supported on a third undercarriage (616), which is arranged in the connection area between the fourth carriage box (613) and the sixth carriage box (615), - limiting the sixth carriage box (615) ) with the fifth box car (614), which is supported on a fourth undercarriage (617), which is arranged in the connection area between the fifth box car (614) and the sixth box car (615) , and - the sixth car box (615) being configured in a short way in relation to the first car box (102; 202; 302; 402) and the second car box (103; 203; 303; 403) in the direction length of the vehicle on rails, - not being arranged in the sixth box car (615) particularly at least essentially no drive equipment and / or being di Particularly exposed parts of large vehicle inserts, particularly toilet equipment (619).

14.

Rail vehicle according to one of the preceding claims, characterized in that the first car box (102; 202; 302; 402) and / or the second car box (103; 203; 303; 403) are configured on two floors .